Temporada F1 2026 🏎

-It's great that we are getting to see real 2026 Formula 1 cars running on track, with Racing Bulls the latest to appear. It was only a shakedown, but less is now hidden and we can start to get into more definitive technical analysis. (Shakedown images courtesy of Federico Basile)

Racing Bulls has taken a step back this year towards being a Red Bull junior driver stepping-stone again. It was where Sebastian Vettel and Max Verstappen cut their teeth and Isack Hadjar is the latest to graduate from it, so it's a team that can be used to progress drivers along their learning curve.

Verstappen has been regularly linked to a move away, so Red Bull needs to be prepared and Liam Lawson and Arvid Lindblad need the VCARB 03 to be a car good enough to make their case for a promotion. That also makes this car important for Red Bull as a whole.race.

Tuesday's running at Imola is the first time the DM01 power unit, designed and built in-house by Red Bull Powertrains, has run on track. We can see a very small Ford logo (red ellipse) on the nose and the sidepod just above the body stay. I'm pretty sure that is, in reality, about the size of Ford's technical involvement in this project!

Starting with a look at the front suspension, it's pushrod operated (red highlight above). The top wishbone (forward leg dark blue, rearward leg light blue) has a lot less anti-dive than used last year.

The reasoning for this is likely that it is in line with the increased ride height, and more importantly rake. For these reduced ground effect cars with their reduced underfloor tunnels and smaller diffusers, it looks like we are stepping back in time to the car concepts from pre-2022. More rake basically means the whole car attitude works to accelerate the airflow underneath the underfloor from the front to the rear.

If rake generates increased underfloor downforce, then increased rake under braking will again increase the downforce. That might be a bit simplistic, but it's an early overview.

There is also a suspension link (highlighted in white above) that I'm not sure of. A multi-link suspension system as opposed to simple A-frame wishbones can generate massive differences in kingpin and camber angles with varying steering lock, so I wouldn't be surprised to see this being exploited to optimise the tyre contact patch.

A quick comparison of the 2025 and 2026 Racing Bulls cars' front suspensions shows what I mean about the reduction in anti-dive and the change from pullrod to pushrod. The front wing endplates (highlighted with a yellow ellipse above) show how the vertical part has moved inboard.

However, the lower tray section looks vulnerable. We also saw a wide upper horizontal blade on the Haas and Cadillac. I'm pretty sure we will see a few of those flying through the air this year after collisions.

It also shows a reasonable comparison of the now-three-element front wing assembly. The mainplane is basically very similar with a flap height reduction. I'm unsure what mode this wing set-up is in, but with fewer slot gaps (i.e. two, instead of three) it will force the teams to run a reduced flap angle.

The rear suspension is also pushrod-operated (red highlight) inboard suspension. The rear top wishbone (front leg highlighted in dark blue, rearward leg in light blue) and lower wishbone (rear leg highlighted in dark green, rearward leg highlighted in light green) have retained a reasonable if not increased amount of rear anti-lift.

This would also match the high-rake philosophy. If you are running increased rake and the aerodynamic sealing system for the sides of the floor is working, the last thing you need is for the rake to increase further under braking and that sealing system to fail as a result. Then you would lose a load of rear downforce just when you need it.

You still need to seal the underfloor sides as well as possible, but instead of running the car low, you need to do it aerodynamically using the forward bargeboard assembly and whatever you can come up with that is legal on the floor edge surface.

Around the middle of the car, we can see a fair amount of change with a body stay (highlighted in red below) supporting that large flat area of underfloor. I expect this flat floor area will be one of the first areas where we will see developments flooding in.

The splitters under the leading edge of the floor (yellow ellipse above) are in line with the height reduction on the leading edge of the floor itself. When we had the last 'flat bottom' era pre-2022, this area was defined as a simple radius. With these splitters there is more scope in the new regulations to get adventurous in this area.

The cooling inlets (plural) (green highlights above) in the sidepod are fairly similar to last year's concepts. There's no overhang, but it's early days. It is in line size-wise with what we saw on the Cadillac and much smaller than what we saw on the Haas renders. However, that inlet will be supplemented by the airflow above the driver's headrest. Gone are the days of this area being a simple engine intake, it now feeds the turbo but will also feed airflow for some of the other cooling requirements.

This shows how much more important it is to optimise the airflow around the sidepod area, as it is the main potential downforce-producing area on the car.

If the intersection between the top surface of the headrest and the undersurface of the intake generates decent flow conditions coming off the driver's helmet, then the area above that is not so critical.

Now we come to the bargeboard area. We are seeing a return to the multi-element bargeboards pre-2022 - for comparison see the image below of a 2021 bargeboard. They are not quite as complicated yet, but give it time and I'm sure we will see some impressive vortex generating devices in that area to help seal the floor sides.

As for the rear wing assembly, this shows the twin-element rear flap. By way of comparison, I would love to see it switch between corner and straightline mode.

Gone is the integrated intersection between the outer end of the wing and the mainplane and flaps. I've highlighted that with the orange ellipse above, and taken the close-up crop of the 2025 and 2026 Racing Bulls comparison image below with orange ellipses on that element of the cars.

Having now seen what we can call a first iteration of the 2026 regulations, the area I would question would be the front wing endplates. These regulations don't need that silly horizontal tray, or at least not one the size that it currently is. The bargeboard area and the likely development that will go on around that area, or the rear wing endplate intersection to the mainplane and flaps. Why does anyone want to create more vortices and turbulence coming off that area?

The final question is whether, as Racing Bulls is the junior team, this car we've now seen for real is close to what Red Bull Racing will actually hit the track with?

https://www.the-race.com/formula-1/gary-andersons-verdict-on-the-real-2026-racing-bulls/

llumia · Ene 21, 2026, 05:13 AM

El equipo Audi F1, preocupado por la ventaja de ´"trucar" la relación de compresión:

https://www.the-race.com/formula-1/audi-fears-significant-deficit-if-2026-engine-tricks-allowed/

llumia · Ene 21, 2026, 05:27 AM

Los autos de los equipos Cadillac F1 y Haas F1 (VF26) bajo la lupa de N. Capentiers:

La Haas et la Cadillac à la loupe : deux visions opposées

À quelques jours des premiers essais, Haas et Cadillac dévoilent déjà deux interprétations radicalement différentes du règlement 2026. Voici notre analyse exclusive en images.

En cette période de l'année, la prudence reste de mise lorsqu'il s'agit d'analyser les images disponibles.

Cadillac a bien diffusé quelques illustrations de son déverminage à Silverstone, mais elle n'a pas encore réellement dévoilé sa monoplace 2026. Haas, de son côté, assure que les rendus numériques publiés lundi ne représentent pas seulement la décoration de sa nouvelle voiture, mais bien son design (une affirmation à relativiser, ces images présentant une F1 avec des roues arrière à l'avant de la monoplace...)

Quoi qu'il en soit, ces versions de la Haas VF-26 et la Cadillac 2026 (dont on avait déjà aperçu quelques secrets) diffèrent sensiblement des monoplaces qui prendront la piste lors du premier test de présaison à Barcelone la semaine prochaine.

"La voiture que tout le monde verra à Barcelone ne sera pas celle qui courra en Australie, précise le team principal Ayao Komatsu, et je pense que ce sera le cas pour tout le monde, tout simplement parce qu'il est trop tôt."

La situation est différente des années précédentes, lorsqu'il y avait seulement un test deux semaines avant la première course. Cette année, on a un roulage privé qui se déroule plus d'un mois avant le début de la saison : les équipes ne vont pas arrêter le développement en soufflerie. Par conséquent, les voitures qui rouleront à Barcelone, et même lors de la première semaine d'essais à Bahreïn, seront moins abouties que celles construites pour la première course en Australie."

Un aileron avant... d'avant 2009
Pour autant, les images publiées par les deux écuries américaines permettent déjà de dégager quelques premiers enseignements.

Le premier concerne l'aileron avant, qui obéit à la philosophie dite d'"inwash" imposée par le nouveau règlement technique. La volonté de la FIA de réduire, voire d'éliminer, l'outwash oblige les écuries à orienter les flux vers l'intérieur de la monoplace (un peu comme sur les F1 d'avant 2009).

Cela dit, l'objectif fondamental des aérodynamiciens reste inchangé : éviter que des turbulences ne longent la carrosserie, qu'elles proviennent des pneus avant ou de l'aileron lui-même. Or, l'aileron avant à inwash est associé à des éléments de carrosserie spécifiquement conçus pour canaliser vers l'intérieur les turbulences générées par les roues avant. Les aérodynamiciens vont donc devoir trouver d'autres moyens pour produire malgré tout un peu d'outwash (sans doute par les écopes de frein).

Un autre point notable concerne la présence d'une ailette horizontale fixée perpendiculairement à la dérive latérale sur la Haas et la Cadillac. Ce choix tranche avec celui de Red Bull, qui a présenté une ailette bien plus réduite, ou encore avec Racing Bulls, qui n'en disposait pas du tout. Fait intéressant, la caméra infrarouge qui mesure la température des pneus avant a été positionnée sur cette ailette sur la VF-26.

Haas et Cadillac : deux choix très différents pour la suspension
Du côté de la suspension, les deux bolides US sont assez différents.

La Haas présente une architecture à poussoirs à l'avant comme à l'arrière (les différences entre une suspension à poussoirs et une suspension à tirants sont expliquées ici). Ce choix constitue un indice fort quant aux orientations techniques retenues par Ferrari, fournisseur du groupe propulseur, de la boîte de vitesses et de la suspension arrière de Haas. Il suggère en effet que la SF-26 adoptera elle aussi une suspension à poussoirs aux deux extrémités, comme nous l'annoncions en décembre.

Pourquoi un tel choix, qui rompt avec la tradition de la suspension avant à tirants ? L'an passé, cette architecture était privilégiée pour plusieurs raisons : elle offrait une meilleure répartition des masses (les composants internes étant positionnés plus bas dans la voiture) et permettait un contrôle plus précis de l'assiette, un paramètre crucial avec les monoplaces à effet de sol de l'ancienne génération.

Mais au regard du règlement 2026, une suspension avant à poussoirs semble constituer la voie la plus pertinente. Cette architecture pourrait mieux s'accorder avec le nouveau régime d'écoulement de l'air issu de l'aileron avant, ainsi qu'avec la manière dont ce flux interagit ensuite avec les flancs et le fond plat. Par ailleurs, les systèmes à pushrod peuvent se révéler plus légers et plus simples à intégrer, alors que la chasse au poids constitue l'un des axes de travail majeurs pour les équipes en vue de la saison 2026.

Audi ainsi que Red Bull et Racing Bulls (pour autant que leur images soient fiables) ont opté pour cette configuration. Ce qui n'est pas le cas de Cadillac, qui a de façon assez originale choisi une suspension avant à tirant. Celle-ci offre un centre de gravité plus bas et moins de blocage d'un point de vue aérodynamique.

Sur la Haas, la suspension avant semble par ailleurs proche de la configuration à éléments séparés utilisée par McLaren en 2025. Il n'y a pas de triangle inférieur classique, mais deux bras distinctes reliant le porte-moyeu en des points différents, créant ainsi un axe de direction virtuel. Cette géométrie modifie le carrossage, le pincement et la hauteur de caisse en fonction de l'angle de braquage et du débattement de la suspension. Elle favorise la gestion des pneumatiques et permet aussi de positionner la biellette de direction dans une zone aérodynamiquement intéressante.

Cadillac sur une pente plus abrupte que Haas
Les déflecteurs latéraux diffèrent fortement entre les deux monoplaces. Celui de la Cadillac apparaît sommaire, vraisemblablement pour masquer le véritable dessin. Le déflecteur de la Haas, lui, utilise un élément avant en L et deux ailettes horizontales au-dessus, constituant ainsi les trois sections autorisées par le règlement. Ces éléments visent à diriger vers le haut les flux perturbés générés par l'ensemble des roues avant, ce qui génère de la charge sur cet élément et un effet de succion sous le fond plat.

Les pontons des deux voitures diffèrent également. Sur la Cadillac, les flancs descendent de manière abrupte, tandis que sur la Haas, la pente est plus douce, même si la partie finale chute nettement avant l'extrémité du fond plat. Ces différences témoignent de choix aérodynamiques distincts, liés à l'intégration de la carrosserie avec le flux d'air et le refroidissement des organes internes.

En ce qui concerne la suspension arrière, les deux voitures partagent la même configuration générale. Haas et Cadillac ont opté pour un mécanisme interne commandé par poussoirs, avec un certain degré d'anti-lift appliqué sur les triangles arrière. Cela pourrait laisser penser que ce choix découle de l'utilisation du moteur Ferrari et de ses pièces environnantes.

En réalité, ce n'est pas le cas : Cadillac utilise les composants internes de la boîte de vitesses Ferrari, mais conçoit et fabrique son propre caisson en carbone, ce qui lui permet de ne pas dépendre de la géométrie de suspension arrière du moteur. Haas, en revanche, achète le moteur, la transmission (caisson et composants internes) ainsi que les éléments internes de la suspension directement auprès de Ferrari.

La F1 2026, un nouveau continent
Les deux monoplaces présentent une configuration identique au niveau de l'aileron arrière, avec des supports doubles désormais obligatoires dans le cadre du règlement 2026. Ce dernier impose en effet un montage à deux piliers, reliés à la face inférieure du plan principal, excluant toute solution à pilier unique. Attention : les carénages n'abritent pas de DRS mais le mécanisme permettant d'ouvrir les deux volets de l'aileron arrière en ligne droite.

Les versions visibles sur la Haas comme sur la Cadillac apparaissent encore très simples d'un point de vue aérodynamique, ce qui n'a rien de surprenant à ce stade du développement. À Barcelone, l'essentiel de l'attention sera porté sur l'optimisation de l'utilisation de l'énergie, un domaine qui devra progresser très rapidement pour l'ensemble des équipes. La priorité est clairement identifiée : maîtriser la gestion du groupe propulseur avant d'accélérer le développement aérodynamique.

"Avant même de penser à courir, et même à tester, nous devons d'abord maîtriser la gestion de l'énergie, c'est le point clé, explique Ayao Komatsu. Je ne suis pas sûr que nous mesurions encore pleinement l'ampleur du défi, parce que nous ne savons pas encore ce que nous ne savons pas. Du côté de l'aérodynamique, nous sommes plutôt satisfaits de ce que nous avons fait jusqu'à présent, mais comme avec toute nouvelle réglementation, la question sera de savoir si les objectifs que nous nous sommes fixés sont suffisants."

"Dès que nous entrerons en essais, je suis certain que nous verrons des concepts différents, et si nous sommes passés à côté de quelque chose, il faudra s'y attaquer très vite. Lors des premières courses, plus qu'un objectif sportif, ce sera avant tout un objectif interne : d'abord la gestion du groupe propulseur, ensuite le développement aérodynamique"

Ce constat est partagé par Esteban Ocon, qui souligne que le pilotage des monoplaces 2026 sera profondément différent. "C'est une manière très particulière de piloter la voiture. Il va y avoir beaucoup plus de gestion, à la fois du côté moteur et du côté hybride, explique le Français. La voiture en elle-même m'a semblé plutôt saine. L'équilibre était correct, même s'il ne s'agissait évidemment que d'un premier ressenti en simulateur. Il faudra voir ce que cela donne en conditions réelles, mais le niveau d'adhérence était bon."

Notons aussi sur la Haas, le triangle de suspension inférieur. La précédente transmission Ferrari, avait inversé la position du triangle et de la biellette de direction afin d'améliorer l'aérodynamique. Cette configuration est désormais revenue à une architecture plus conventionnelle, de sorte que la biellette de direction travaille de concert avec la sortie du diffuseur.

Même moteur, même transmission, mais pas la même histoire : là où Haas navigue sur des routes déjà cartographiées, Cadillac entame la découverte de son Amérique en Formule 1.

https://f1i.autojournal.fr/magazine/magazine-technique/la-haas-vf-26-a-la-loupe/

llumia · Ene 21, 2026, 05:37 AM

Lo importante de "saraos" como el celebrado esta mañana en Japón son las respuestas, y parece que se gana fuerza la idea que al fabricante japonés le ja vuelto a pillar el toro:

https://www.the-race.com/formula-1/where-honda-stands-tough-f1-2026-targets-compression-ratio-trick/

llumia · Ene 21, 2026, 06:55 AM

@ScarbsTech

https://pbs.twimg.com/media/G_F3MseWIAEFOA1?format=jpg&name=large

https://pbs.twimg.com/media/G_GZRlDW4AAAGHH?format=jpg&name=large

llumia · Ene 21, 2026, 08:53 AM

RC LPL Tetsushi Kakuda Discusses Key Points of the New Power Unit Regulations and the Development Focus of Honda's PU

From the perspective of a development engineer, what do you see as the main challenges and key points of the power units from 2026 onward?

"In terms of difficulty—honestly, everything. Other than the basic architecture of a V6 turbo internal combustion engine (ICE), everything is new, so it was essentially a complete reset. The basic structure, such as engine mounting distances and positions, does change, but overall it's not dramatically different from before. However, the internals are completely different: the combustion system and the fuel have changed, so the requirements are entirely new. In that sense, it really is a new engine.

"With the elimination of the MGU-H, we have to rethink how we use the turbocharger. The compression ratio is more restricted, variable intake systems are no longer allowed, and deciding what kind of engine to build has become a completely new challenge.

"On the electrical side, output increases significantly, and the amount of energy flowing in and out of the battery and the control electronics (CE) becomes enormous to match the motor. That means we have to develop an optimal battery and CE capable of controlling it optimally. In short, this is a power unit that requires entirely new development across the board."

It's often said that removing the MGU-H simplifies the structure. What is your view on that?

"In terms of mechanical complexity, having an MGU-H does make the PU more complex. However, under the new rules the amount of electrical energy is much larger, so even small differences can translate into clear performance gaps. That's what is different from before. So even if the system is simpler in structure, the level of difficulty remains very high.

"Energy management will also be a differentiating factor, particularly in deciding where to use the limited amount of energy.

In principle, it's best to use as much as possible on the straights, but depending on the car's characteristics, you might choose to use it between short corners. That would then reduce the energy available on the straight, for example.

"There are also cases where electrical energy is used to shape torque characteristics or achieve peak power, depending on how the turbo and engine are designed. With the MGU-H gone, turbo lag becomes a major issue, and using electrical energy to compensate for that is certainly an option. However, electrical energy is limited—you can't use it anytime, anywhere—so how you use it becomes extremely important."

Is it fair to say that electrical energy is always in short supply? If so, doesn't that makes both generation and usage extremely challenging?

"Exactly. The key point is how efficiently you generate the limited electrical energy and how you use it. It's not just about power assist—this will vary depending on ICE characteristics, the circuit, race conditions, and even the driver's style. That requires extremely fine control, which makes it a very challenging area."

How about durability and reliability? Under the previous regulations, there were many issues early on, especially with the MGU-H.

"With reliability, we certainly experienced firsthand how difficult the MGU-H was. This time, we don't have those unknown rotational speeds or extremely complex mechanisms, so I don't expect failures on the same scale. That said, there are still definite challenges.

"For example, with the increase in electric output, the effects of high torque on the MGU drivetrain become a difficult area. Thermal management and temperature control of the battery and motor are also areas where each PU manufacturer may take a different approach, and that will inevitably affect reliability."

Does the use of sustainable fuels also have a major impact?

"It does. The regulations themselves, including fuel composition, have changed completely. While we do have some knowledge, we need to start fresh in terms of how to match the fuel with new hardware and understand what effects are produced by different components. That's why we really feel the difficulty of this as completely new development.

"With the strict constraints on producing and using fuel sustainably, fuel development becomes a battle of ideas and speed."

Will batteries also become an area where performance differences emerge under the new regulations?

"The total capacity doesn't change, but the amount of energy flowing in and out increases, so differences will appear in terms of energy loss and deployment duration. Performance degradation due to aging will also become a factor affecting overall performance."

Specific details of development of Honda's PU are undoubtedly confidential, so what is your perspective and thinking? What has been the focus in Honda's PU development?

"There are many new elements, all of them important, so there's nothing we can afford to neglect. That said, I believe the ICE is where differences are most likely to emerge. How much output you can extract from the ICE, and how you achieve high performance together with the new fuel, is extremely important.

"From our perspective, the high-speed combustion approach that delivered results with the previous PU is now largely unusable due to compression ratio limits and changes in fuel flow. That means we have to find new ideas to improve performance. Other manufacturers are in the same situation, so it really becomes a competition of ideas."

When it comes to the battery, is it fair to think that the performance advantage from the previous PU can be carried over?

"That's what we believe—and what we hope. Even after the decision to end our activities, battery development continued, not limited to F1 alone. Because of that, it has evolved further, and it's an area we're confident in."

Regarding energy management, Honda has continued racing through its technical partnership with Red Bull Powertrains. Would you say you have ample experience and data in this area?

"Yes, in that sense we do want to compete by making full use of battery performance and energy management. However, the situation for energy management is completely different from before.

"Until last year, roughly half the energy was generated by the MGU-H and half by the MGU-K, so the proportion of how the MGU-K was used wasn't overwhelmingly large."

"In particular, energy could be transferred directly from the MGU-H to the MGU-K, so how well the MGU-H performed made a big difference.

The MGU-K harvested energy under braking, but because it was relatively small, differences were limited. Now, everything relies on the MGU-K, so our entire approach to energy management has been reset.

"Having experience and data is certainly better than not, and I believe it will be useful to some extent. But in reality, there are still many things we won't know until we actually try."

With winter testing and the season opener approaching, what is the current situation?

"The specifications for the 2026 season are essentially fixed, and our current focus is on improving reliability ahead of homologation.

However, there are many things you can only learn by installing the PU in a car and actually running it. That's why winter testing—mounting it in a real car or one that's very close to race conditions and confirming that everything operates properly, is an extremely important task, and that's the stage we're at now."

https://global.honda/en/F1/features/2026_Commentary/kakuda/

llumia · Ene 21, 2026, 09:00 AM

A Message fro HRC President Koji Watanabe

Formula 1 reborn under the 2026 regulations

The 2026 season will mark a major turning point for Formula 1 as a whole. For Honda, it will also be the start of a new challenge. Honda brought its Formula 1 activities to a close at the end of the 2021 season, and now, at a moment when F1 is being fundamentally reshaped by new regulations, returns to the sport to begin supplying power units to the Aston Martin Aramco Formula One Team (AMAF1).

The new-generation power unit introduced under these regulations is technically extremely demanding—and precisely for that reason, it represents a challenge well worth taking on. With a significantly higher proportion of electrification and the adoption of sustainable fuels, the new power unit aligns closely with the direction required by the times. Honda sees this as an ideal arena in which to further refine and strengthen its advanced technologies. At HRC, despite strict budget caps and numerous technical challenges, steady progress has been made toward winter testing and the opening round.

Developing an all-new power unit with a new team, under new regulations, using new fuels, and within tight limits on testing and prototype numbers imposed by the cost cap, is an exceptionally difficult path. Every member of staff involved is fully committed, pooling their knowledge and efforts to take on this demanding challenge.

A new partnership envisioned by AMAF1 and Honda

In this first season of the challenge, the most important priority is to build a true one-team structure between AMAF1 and HRC, and to continue evolving it throughout the season. Rather than a simple supplier–constructor relationship, the aim is to share challenges, development philosophies, and long-term direction at a fundamental level, growing together as a unified team pursuing the same goals.
This is the central theme for 2026 and a major objective that has been fully aligned through discussions between team owner Lawrence Stroll and myself.

Development has progressed steadily over time, and a strong relationship with AMAF1 has been built. Even so, as the opening race draws near, it is only natural to feel that more time is needed.

That said, through the collective efforts of everyone involved, a solid foundation has been established—both for the new power unit and for the partnership with AMAF1—to enable further growth going forward. In the coming season, closer communication throughout the development process, coupled with the building of deep mutual trust, will allow steady step-by-step progress, which is firmly believed to be the path to major success.

The new power unit was fired up late last year, and with on-track running now imminent, AMAF1 team members are working alongside HRC at Sakura, combining the power unit with a dummy chassis to conduct a wide range of durability tests and validation work. Beyond PU development, HRC has strengthened its communications structure and is preparing a variety of initiatives to energize Honda's Formula 1 activities throughout the season. These efforts are being advanced in close coordination with HRC UK, creating a unified support structure across the organization. We expect favorable results from this collective approach.

Expectations, challenges, and confidence ahead of on-track running

The determination to fight for victories remains unchanged. However, the true level of competitiveness—and the relative strength compared with rivals—cannot be fully understood until the cars are actually running and racing. At this stage, the focus is on confirming whether the targeted performance levels can be consistently delivered, and there is a reasonable degree of confidence in that regard.

At the same time, this is a completely brand-new power unit, and potential issues cannot be fully identified until it is installed in the car and run on track. Extensive bench testing is currently being conducted to identify weaknesses and potential problems, but real-world running introduces different conditions, and new issues may emerge. These must be addressed one by one to improve reliability, complete the homologation process, and deliver a higher-level power unit by the opening race.

The same applies to the chassis, where on-track running is required to validate aerodynamics, suspension, and overall vehicle behavior, and to complete the package as a whole. With the new generation of F1 cars, it is more important than ever that the chassis and power unit function seamlessly as an integrated system. As such, pre-season testing will play a critical role—not just in evaluating individual components, but in confirming the overall performance of the car as a complete package.

With the first on-track running just ahead, there is a mixture of anticipation and uncertainty, but we have full resolve to work with the team to break through any challenges that arise.

The 2026 season represents the first step in Honda's new chapter in Formula 1. Together with AMAF1, HRC is committed to facing this new challenge with sincerity and unwavering dedication. Fans are warmly invited to watch over this new journey and to support the team as it gives its all on track. We sincerely appreciate the continued encouragement and support.

https://global.honda/en/F1/features/2026_Commentary/watanabe/

LaraCroft · Ene 22, 2026, 01:54 AM

Gracias por toda la información

.

Ya falta menos

llumia · Ene 22, 2026, 05:19 AM

El equipo Alpine F1, ha rodado la A526 en Silverstone hoy. El próximo Viernes, presentación oficial:

https://pbs.twimg.com/media/G_MDlZ-WgAA9npo?format=jpg&name=medium